DE102004035576A1 - Stabilization device and method for driving stabilization of a vehicle based on a roll value - Google Patents

Abstract

The invention relates to a stabilization device and a method for driving stabilization of a vehicle (10). The stabilization device has detection means (65) for detecting at least one roll value (53) of the vehicle (10) and evaluation means (66) for evaluating the at least one roll value (53) as a function of a load state of the vehicle (10). It is provided that the evaluation means (66) are designed to determine a characteristic measure (67) characterizing the load state of the vehicle (10) on the basis of the at least one roll value (53), that the stabilization device comprises selection means (69) for selection and / or scaling a control parameter set (70-72) in dependence on the characteristic measure (67) and that the selection means (69) for transmitting the selected and / or scaled parameter set (70-72) to a driving stabilization control device (59) of the vehicle (10) wherein the driving stabilization control device (59) stabilizes the vehicle (10) as a function of the selected and / or scaled parameter set (70-72).

Description

The The invention relates to a stabilization device for driving stabilization a vehicle, with detection means for detecting at least one Rolling value of the vehicle, and with evaluation means for evaluation of the at least one roll value as a function of a loading state of the vehicle and a corresponding procedure.

Such a device or such a method is for example from the European patent specification EP 0 758 601 B1 known. As roll value, a roll angle is detected in order to determine the frictional connection between wheels and roadway of a commercial vehicle by means of the roll angle and a measured correction steering angle by comparison with stored data. When critical driving conditions occur, for example, the driver is audibly or noticeably warned or automatic interventions are carried out in the vehicle system of the commercial vehicle.

One Problem with the state of the art is that only in critical situations is intervened. However, it is desirable that such critical situations already identified in advance and if possible be avoided. possibly it is in critical situations already too late, the vehicle by dynamic driving Stabilize interventions again.

on the other hand It is problematic to design a vehicle driving dynamics safely and still a big one To obtain dynamics desired by the drivers. Do you make the vehicle independent of each load state safely engages a vehicle dynamics control possibly way too early so that the driving dynamics of the vehicle suffers. Are the safety reserves However, a vehicle dynamics control set too generous, it can critical situations that need to be avoided.

It is therefore the object of the present invention, a method and to provide devices which maximize the driving dynamics of vehicles, especially for commercial vehicles, while still ensuring that that critical driving situations do not occur.

These Task is achieved by a stabilizing device of the beginning solved kind, in which it is provided that the evaluation means for determining a characterizing the loading condition of the vehicle measure are configured on the basis of the at least one Wankwerts that they are selection means for selecting and / or scaling a control parameter set dependent on of the characteristic measure and that the selection means for transmitting the selected and / or scaled parameter set to a driving stabilization control device the vehicle are configured, wherein the driving stabilization control device the vehicle depending of the selected and / or scaled parameter set stabilized. Furthermore, a inventive method and a vehicle with a inventions to the invention stabilization device to the solution the task provided.

at The roll value is expediently a roll angle value and / or a roll rate value, that is to say the change in the roll angle in dependence from the time.

The eg in the EP 0 758 601 B1 described critical driving situations occur not or only in rare exceptional cases.

to Determination of this roll rate or roll angle is proposed expediently install a yaw rate sensor so that it can change the angle of rotation, this means a roll angle change, in the direction of the vehicle's longitudinal axis (X-axis) can capture. A yaw rate sensor usually becomes built so that it rotates around the vehicle's vertical axis (Z-axis) detected.

The vehicle according to the invention is preferably a truck, delivery truck or other commercial vehicle. In these vehicles, the difference between the empty state and a load state is particularly large, because the payload of the vehicle compared to their curb weight is large. In principle, however, an application for example in passenger cars, especially in SUVs or other vehicles with a high center of gravity, conceivable. Depending on load changes both the mass and usually the center of gravity of the vehicle, which is the Fahrdy ness of the respective vehicle can have a significant influence.

The necessary control parameters are from the device according to the invention or the method according to the invention determined with or without time delay and as selected or possibly too scaled parameters to a driving stabilization control device transmitted by the vehicle, so that the driving stabilization control device the vehicle dependent on of the load-dependent Can stabilize the parameter set. A time delay occurs at one so-called indirect measuring method when the loading state determined, for example, in the context of one or more alternating driving conditions becomes. In a direct measuring method, the characteristic Measure immediately determined from measured values of a driving situation, for example a roll angle value during a cornering.

If the vehicle is not loaded becomes a control parameter set selected, the a relatively large driving dynamics of the vehicle allowed. Is the vehicle, however, heavily loaded and / or the vehicle's center of gravity is high, becomes a parameter set selected, or the parameters are scaled so that the driving stabilization control device for example, when cornering earlier and / or more intervene, to keep the vehicle stable in the selected lane.

• – ein Antiblockiersystem
• – eine Antriebsschlupfregelung
• – einen Fahrzustandsregler
• – einen Kippverhinderungsregler
• – einen Querbeschleunigungsbegrenzer
• – ein elektrisches oder elektrohydraulisches Bremssystem (Sensotronic Brake Control = SBC)
• – eine aktive Federung (Active Body Control = ABC)
• – eine aktive Wankstabilisierung (Active Roll Control = ARC)
• – ein elektrisches Lenksystem (Steer-by-Wire = SBW).

The driving stabilization control device, which expediently forms part of the stabilizing device according to the invention, may comprise, for example, one or more of the following systems:

• - an anti-lock system
• - A traction control system
• - a driving state controller
• - a tilt prevention controller
• - a lateral acceleration limiter
• - an electric or electrohydraulic brake system (Sensotronic Brake Control = SBC)
• - an active suspension (Active Body Control = ABC)
• - active roll control (ARC)
• - An electric steering system (steer-by-wire = SBW).

The Stabilizing device according to the invention can be implemented in hardware and / or software.

following becomes an embodiment the invention explained in more detail with reference to the drawing. Showing:

1 a schematically illustrated inventive vehicle with a stabilization device according to the invention for driving stabilization,

2 the vehicle according to 1 in a rear view when cornering, wherein the structure of the vehicle staggers,

3 a schematic representation of the driving stabilization device according to the invention, and

4 a course of a roll rate of the vehicle according to 1 when entering a cornering.

The vehicle according to the invention shown in the figures 10 is for example a truck or van, which in principle may also be a passenger car, in particular a van or SUV (Sports Utility Vehicle), a trailer or semitrailer designed as a vehicle according to the invention.

The vehicle 10 has a front axle 11 with steerable wheels 12 . 13 and a rear axle 14 with non-steerable wheels 15 . 16 which could also have twin tires. At the wheels 12 . 13 . 15 . 16 are brakes 17 . 18 . 19 . 20 for braking the respective wheel and speed sensors 21 to 24 for detecting the respective wheel speed of the wheel 11 . 12 . 15 . 16 arranged.

The brake 15 to 20 are schematically represented by arrows, by a stabilizing device 25 by means of brake intervention signals 26 to 29 controllable.

The speed sensors 21 to 24 send speed readings 30 to 33 in the form of appropriate rotation Number signals, which are the speed of the respective wheel 12 . 13 . 14 . 15 . 16 represent to the stabilization device 25 ,

Furthermore, the stabilization device 25 by means of a motor control signal 34 a motor control 35 to control, for example, to throttle the engine power of an engine 35 , the vehicle 10 for example, the front axle 11 and / or the rear axle 14 drives.

At a steering wheel 37 or any other steering handle may be a driver 38 Specify steering commands. For example, a steering detection device detects 39 the respective steering angle δ _H and gives this to a steering actuator 40 , For example, a power steering aid, for steering the wheels 12 . 13 further. Furthermore, the steering detection device transmits 39 a steering angle signal 41 with the steering angle δ _H to the stabilization device 25 ,

The stabilization device 25 stabilizes the vehicle 10 by braking intervention and / or the engine 35 controlling interventions and / or steering interventions, eg when the vehicle 10 tipping over, spinning or threatening to become unstable in any other way.

The stabilization device 25 preferably works with to stabilize the vehicle 10 anyway required sensor signals, for example, the speed sensors 21 to 24 in the form of the speed values of the wheels 12 . 13 . 15 . 16 deliver.

Furthermore, the stabilization device evaluates 25 for example, a yaw rate signal 42 with a yaw rate ψ. a yaw sensor 43 , a lateral acceleration signal 44 with a lateral acceleration values a _y of the vehicle longitudinal axis 55 transversely mounted lateral acceleration sensor 45 and optionally a ground speed signal 46 with the vehicle speed v 10 out, which is a driving speed device 47 determined. The driving speed signal 46 is from the driving speed device 47 eg based on the speed values of the wheels 12 . 13 . 15 . 16 determined.

Furthermore evaluates the stabilization device 25 a roll rate signal 53 a gas sensor 54 out. The fuel sensor 54 For example, is a yaw rate sensor, in such a mounting position in the vehicle 10 is built in that it is a rotary motion about a vehicle longitudinal axis 55 can determine.

When cornering, the in 2 is shown schematically, a structure tilts 56 of the vehicle 10 for example, in the direction of a curve outside 57 a flat or inclined roadway 86 , If the vehicle 10 then too fast, that is, the lateral acceleration exceeds, for example, a predetermined amount threatens the vehicle 10 to tip over and / or to spin. This problem is addressed by the driving stabilization device 25 by various measures, for example by braking interventions on the wheels 12 . 13 . 15 . 16 , by throttling the engine power of the engine 35 , By changing the damping or stabilization properties of a chassis of the vehicle 10 , by steering interventions or the like. First, however, the basic structure of the stabilization device 25 which schematically in the 1 and 3 is illustrated explained.

The stabilization device 25 In the present case, it is realized as a module that contains both hardware and software. For example, input / output means 48 . 49 present, the above signals from the sensors 21 to 24 . 43 . 45 . 47 . 54 can capture and corresponding control signals, such as the engine control signal 34 as well as the brake intervention signals 26 to 29 and a steering signal 50 for controlling the steering actuator 40 , can generate. The input / output means 48 . 49 include, for example, one or more bus controllers and / or digital and / or analog input means and / or output means. The stabilization device 25 also includes a processor or multiple processors 51 that execute program code from program modules stored in a memory 52 are stored. These program modules contain, for example, a roll angle module 58 and a drive stabilization control module 59 as a driving stabilization control device. The memory 52 contains volatile and / or non-volatile memory, for example for storing the modules 58 . 59 ,

The driving stabilization control module 59 For example, which forms or contains an ESP (ESP = Electronic Stabilization Program) includes, for example, an antilock braking system 60 and / or a traction control 61 and / or a driving state controller 62 and / or a tilt prevention controller 63 and / or lateral acceleration limiter 64 ,

The roll angle module 58 which in itself already forms a stabilizing device according to the invention can, contains, for example, the following components, which are realized, for example, as program functions or modules: detection means 65 , Evaluation means 66 , Interpretation means 68 , Selection means 69 and monitoring means 74 ,

The detection means 65 , capture the measured values, for example, the roll rate signal 53 and speed values of the wheels 12 . 13 . 15 . 16 ,

The evaluation means 66 form on the basis of the detection means 65 measured values a characteristic measure 67 , which is a loading condition of the vehicle 10 characterized. The evaluation means evaluate this 66 for example, the roll rate signal 53 out. You can use the evaluation tools 66 and / or the detection means 65 , which can be grouped into a single module, also referred to as recognition logic.

The means of interpretation 68 interpret the characteristic measure 67 and check it for plausibility, for example. So far no plausible, assured characteristic measure 67 present, transmit the means of interpretation 68 For example, a characteristic start-up measure, the average load state of the vehicle 10 represented to the selection means 69 , The means of interpretation 68 can also be so long until a "secured" characteristic measure 67 is present, for example, a start parameter set 73 select or the selection means 69 instruct to select it. The start parameter set 73 suitably corresponds to a mean load condition of the vehicle 10 ,

The selection means 69 choose depending on the characteristic dimension 67 a parameter set and / or scale a parameter set, such as one of the parameter sets 70 . 71 . 72 , The parameter set 70 For example, represents a load state with low load and / or low center of gravity height of the vehicle 10 , the parameter set 71 an average load of the vehicle 10 and the parameter set 72 a large load of the vehicle 10 , It is understood that also more parameter sets than the parameter sets 70 - 72 can be provided. Furthermore, it is possible that the selection means 69 one or more parameters of the parameter sets 70 - 72 depending on the characteristic dimension 67 scale. The selection means 69 send the selected parameter set 70 . 71 . 72 to the control module 59 that the vehicle 10 stabilized according to the selected parameter set.

The conveniently present monitoring means 74 monitor the evaluation means 66 , the selection means 69 and the means of interpretation 68 and ensures, for example, that when starting the roll angle module 58 first the start parameter set 73 is used. Other monitoring functions should not be shown here, but are readily possible.

It is understood that the aforementioned means 65 . 66 . 68 . 69 can also be configured as integral means, for example, can be implemented in one and the same program code.

The evaluation means 66 determine the characteristic dimension 67 expediently between a first and a second stationary state, for example in a transition from straight-ahead driving in cornering or vice versa. Such a transition is in 4 between the times t ₁ and t ₂ shown. During a transitional phase 75 that is, in a collection period 75 between the times t ₁ and t ₂ , form the evaluation 66 a Wankratensummenwert, which can also be referred to as vehicle _{bank angle} α _fzg .

The vehicle _{bank angle} α _fzg is composed of the road _{bank angle} α _fbn and the vehicle _{roll angle} φ _fzg . α veh = α fbn + φ veh (1)

On a level roadway with α _fbn = 0 we get: α veh = φ veh (2)

wobei ψ ._x,mess ein aus dem Wankratensignal 53 ermittelter Wankratenmesswert ist. Das Wankratensignal 53 mit dem Wankraten messwert ψ ._x,mess wird z. B. in zyklischen Abständen t_zykl zwischen Zeitpunkten t1 und t2 erfasst, so dass anstelle des Integrals (3) auch ein Summenwert mit einer Zählvariablen n für jeden erfassten Wankratenmesswert ψ ._x,mess gebildet werden kann:

mit: t2 = t1 + n·tzykl (4)und einem Auswertezeitfenster, das z.B. einer bei t1 beginnenden und bei t2 endenden Übergangsphase zwischen z.B. einer Geradeausfahrt und einer Kurvenfahrt entspricht: t2 – t1 = n·tzykl (5) The vehicle _{bank angle} α _fzg is calculated according to the following rule:

where ψ. _x, measure from the roll rate signal 53 determined rolling rate measured value is. The roll rate signal 53 with the roll rate reading ψ. _{x, mess} is z. B. in cyclic intervals t _cycl between times t1 and t2 detected, so that instead of the integral (3) and a sum value with a count variable n for each detected roll rate ψ. _{x, mess} can be formed:

With: t 2 = t 1 + n · t Staples (4) and an evaluation time window, which corresponds, for example, to a transition phase beginning at t1 and ending at t2, eg between a straight-ahead travel and a cornering: t 2 - t 1 = n · t Staples (5)

Ideally, the roll rate reading is ψ. _{x, mess} in straight-ahead driving or stationary cornering and non-inclined roadway = 0, because the vehicle does not tilt further or the inclination of the vehicle does not change. It is often found that the sensors used have an offset, that is to say they have a roll rate measurement ψ in the stationary curve or straight ahead situation described above. _{x, mess} ≠ 0. Such a situation is exemplary in 4 represented where after the time t ₂ , that is, after a successful turn into a curve in the roll rate signal 53 still a roll rate offset ψ. _{x, off is} included.

If, for example, the curve is deflected again, the roll rate sum value would again be reduced according to equation (3a), which is the case for determining the characteristic measure for characterizing the load state of the vehicle 10 in the initially described indirect measuring method using the formula (3a) would not be appropriate.

It is therefore an advantageous function of the stabilization device 25 or in particular of the roll angle module 58 in each case to determine the transition from a first stationary roll state or cornering state into a second such state, that is, for example, the transition from straight ahead cornering or vice versa. It is also possible that a transition from a stationary cornering, in which the steering angle substantially constant has a first value, to determine a second stationary cornering, in which a substantially constant second steering angle is taken, based on the following conditions.

A stationary state "straight ahead" is present, for example, if one or more of the following conditions (6) to (11) are present, which is the roll angle module 58 based on the corresponding signals, such as the speed readings 30 - 33 , the steering angle signal 41 , the yaw rate signal 42 , the lateral acceleration signal 44 , the vehicle speed signal 46 and the steering angle signal 41 can detect.

The roll angle module checks, for example, the condition straight ahead on the basis of a minimum and / or maximum yaw rate value ψ. z, measured ≤ | SW1 | (6) and / or a minimum and / or maximum yaw rate change value ψ .. z, measured ≤ | SW2 | (7) and / or a minimum and / or maximum lateral acceleration change value or lateral acceleration value a. y, measured ≤ | SW3 | (8th) a y, measured ≤ | SW4 | (9) and / or a minimum and / or maximum steering angle (δ) δ H ≤ | SW5 | (10) and / or a minimum and / or maximum steering angle change value δ. H ≤ | SW6 | (11) where SW1-SW6 are predetermined limit values. The time from which the conditions (6) - (11) are no longer fulfilled and therefore the stationary state "straight ahead" is left, the time limit t _{1 is} assigned.

It It is understood that only one of the above conditions basically enough to determine the state of straight travel or cornering. Especially For example, equations (6) and (7) and (8) and (9) are alternatively testable, however, it is preferable that several conditions are checked, to the state straight ahead possible reliable to investigate.

From the time t ₁ , the initiation of the cornering, the roll rate measured values are added up and the count variable n is incremented.

At a time t ₂ is the vehicle 10 in stationary cornering, that is, for example, the steering angle does not change. The roll angle module 58 determines the steady state "cornering", for example, based on one or more of the following conditions: ψ .. z, measured ≥ | SW7 | (12) and or a. y, measured ≥ | SW8 | (13) and or δ H ≥ | SW9 | (14) where SW7, SW8, SW9 are predetermined limit values. When conditions (12), (13), (14) are met, the roll angle module is set 58 in the embodiment, the stationary state "cornering" fixed. If the equations (12) - (14) are satisfied, the time t _{2 is} reached at which the roll angle module 58 the formation of the sum value according to formula (3a) ends, that is to say the summation stops.

The roll angle module 58 forms the characteristic measure on the basis of the roll rate sum value according to formula (3a), ie the vehicle _{bank angle} α _fzg 67 ,

wobei die kalkulierte Querbeschleunigung a_y,calc, das Produkt der Fahrzeug-Längsgeschwindigkeit ν_fzg und der gemessenen Gierrate ψ ._z,mess ist ay,calc = νfzg·ψz,mess (16) In the embodiment, the characteristic measure 67 to a calculated or a measured lateral acceleration of the vehicle 10 based. If one refers to the characteristic measure 67 , which is referred to as k _fzg in the following formula (13), to a calculated lateral acceleration a _{y, calc of} the vehicle 10 , for example, the following formula (13)

wherein the calculated lateral acceleration a _{y, calc} , the product of the vehicle longitudinal velocity ν _fzg and the measured yaw rate ψ. _{z, mess} is a y, calc = ν veh · ψ z, measured (16)

Now it would be possible in principle that the roll angle module 58 the characteristic measure 67 directly to one of the parameter sets 70 . 71 . 72 and to the control module 59 to convey. However, it could be that in the determination of the characteristic measure, for example, measurement errors, calculation errors or the like have occurred, so that the characteristic measure 67 can not be taken over immediately. The roll angle module 58 assures the characteristic measure 67 by one, preferably several or all of the following measures:
For example, the roll angle module checks 58 the incoming readings expediently on Plausibi so that, for example, the roll angle module 58 checks whether the measured values move within predetermined tolerance limits, whether the relation of the measured values to one another is plausible or the like. A low-pass, bandpass or high-pass filtering of the measured values is also possible, so that in this way implausible measured values, which are caused for example by vehicle vibrations, from the roll angle module 58 be hidden. The application of statistical methods, for example the determination of variances or the like, can also be applied to the roll angle module 58 eg be implemented as corresponding program functions.

If a sufficient number of values for the characteristic measure 67 are present, which has been determined for example by means of the formulas (3a) and (13), uses the roll angle module 58 these values for determining one of the parameter sets 70 - 72 or to their scaling. In the present case, it is checked whether there is a predetermined minimum number c of values k _1fzg , .k _{2, fzg} ... + K _{c, fzg} . Then the roll angle module forms 58 the arithmetic mean k _{mw, fzg} according to the following formula (17) k mw, veh = (k 1, fzg + k 2, fzg + k 3, fzg + .... + k c, fzg ) / c (17)

In principle, it is also possible that the roll angle module 58 For example, some of the values k ₁ to k _c fades out or filters out if they are not plausible. Such a test would be fulfilled, for example, at levels that exceed certain limits.

Furthermore, it is possible that the roll angle module 58 several values for the characteristic measure 67 checked on the basis of, for example, a linear regression, a plausibility check, a stationarity check or the like, and only then to determine one of the parameter sets 70 . 71 . 72 if the characteristic measure 67 so to speak "secured". The result of a regression can also be made plausible, for example by the roll angle module 58 a so-called coefficient of determination for the characteristic measure 67 determined. Are all values for the characteristic measure 67 For example, along a straight line, so the coefficient of determination is, for example, the value "1". If the corresponding values deviate from the line, that is, are uncorrelated, the value for the coefficient of determination can be returned to "0". It is possible to set a limit value for the coefficient of determination and thus the quality of the characteristic measure 67 to check.

The roll angle module 58 can also perform a direct measuring method, that is, it can continuously monitor the respectively determined roll angle and for determining and / or scaling one of the parameter sets 70 - 72 use. The roll angle module monitors 58 the respective roll angle not only during a steady state or during a transition from a first to a second stationary state, but steadily, for example according to the following formula:

If the roll angle value ψ _{x, mess} has exceeded, for example, a first or a second limit SW10, SW11: ψ z, measured ≥ | SW10 | (19) ψx, mess ≥ | SW | (20) manages the roll angle module 58 For example, measures to stabilize the vehicle 10 Immediately, for example, sends corresponding parameters to the control module. When exceeding the threshold value SW10, for example, the brake pressure is increased in order to be able to brake quickly and vigorously in an approaching critical situation. When the second limit value SW11 is exceeded, for example, one or more of the brakes 17 - 20 actuated.

A preferred embodiment of the invention provides that the roll angle module 58 the roll angle value or the roll rate sum value ψ _{x, mess are} not constantly monitored, but for example when one or more of the conditions (6) - (11) are satisfied, that is, when the vehicle 10 is in cornering or has entered a cornering. When driving straight ahead critical driving conditions are not to be feared, so that the permanent monitoring of the roll angle could possibly mean a heavy computer load.

It is understood that additional measured values, if they are present, from the roll angle module 58 can be used in the direct measuring method or in the indirect measuring method described first, for example, a mass signal of the vehicle, which is determined by Federwegmesssensoren not shown in the figure, or the like.

The appropriate intervention strategies, through the parameter sets 70 . 71 . 72 and / or their scaling are represented are expediently in a driver testing or application of the vehicle 10 determined and matched in a corresponding manner to its actual properties.

After a predetermined holding phase, for example after stopping the engine 36 after a predetermined phase at which the vehicle longitudinal speed of the vehicle 10 is zero or the like, the roll angle module begins 58 the characteristic measure 67 again to be determined, because it was after such a standstill phase to a new loading state of the vehicle 10 may have come, for example, by unloading or loading of cargo.

The roll angle module 58 and the regulation module 59 can be a single module. It is also possible that the roll angle module one or more sub-modules of the control module 59 contains, for example, the driving state controller and traction control.

Claims (27)

Stabilization device for driving stabilization of a vehicle ( 10 ), with recording means ( 65 ) for detecting at least one roll ( 53 ) of the vehicle ( 10 ), and with evaluation means ( 66 ) for evaluating the at least one roll ( 53 ) depending on a loading state of the vehicle ( 10 ), characterized in that the evaluation means ( 66 ) for determining a load state of the vehicle ( 10 ) characterizing characteristic measure ( 67 ) based on at least one roll ( 53 ) are designed to be selection means ( 69 ) for selecting and / or scaling a control parameter set ( 70 - 72 ) depending on the characteristic measure ( 67 ), and that the selection means ( 69 ) for transmitting the selected and / or scaled parameter set ( 70 - 72 ) to a driving stabilization control device ( 59 ) of the vehicle ( 10 ), wherein the driving stabilization control device ( 59 ) the vehicle ( 10 ) depending on the selected and / or scaled parameter set ( 70 - 72 ) stabilized. Stabilizing device according to claim 1, characterized in that the roll value ( 53 ) a roll rate value ( 53 ) and / or a roll angle value. Stabilizing device according to claim 1 or 2, characterized in that it is used to determine the roll value ( 53 ) a sensor ( 54 ) or with a sensor ( 54 ) communicating a rotational movement, in particular an angle or an angle change, of the vehicle ( 10 ) about its longitudinal axis ( 55 ) senses. Stabilizing device according to one of the preceding claims, characterized in that the evaluation means ( 66 ) by adding up several roll rate values ( 53 ) determine a roll rate sum value (α _fzg ) and the characteristic measure ( 67 ) as a function of the roll rate sum value (α _fzg ). Stabilizing device according to claim 4, characterized in that in the characteristic measure ( 67 ) the roll rate sum value (α _fzg ) to a calculated and / or measured lateral acceleration value of the vehicle ( 10 ) is related. Stabilizing device according to claim 4 or 5, characterized in that the evaluation means ( 66 ) based on the roll rate total value (α _fzg ) and the recording period of the accumulated roll rate values ( 53 ) the load-dependent characteristic measure ( 67 ) determine. Stabilizing device according to one of claims 4 to 6, characterized in that the evaluation means ( 66 ) determine the roll rate sum value (α _fzg ) in each case in a transition _phase between a first and a second stationary state. Stabilizing device according to claim 7, characterized in that that the evaluation means ( 66 ) the transition phase based on - a minimum and / or maximum roll rate value ( 53 ) and / or - a minimum and / or maximum roll rate change value and / or - a minimum and / or maximum lateral acceleration value and / or - a minimum and / or maximum lateral acceleration change value and / or - a minimum and / or maximum steering angle (δ) and / or or - a minimum and / or maximum steering angle change value and / or - a minimum and / or maximum travel speed (v) and / or - a minimum and / or maximum yaw rate and / or - a minimum and / or maximum yaw rate change. Stabilizing device according to one of claims 4 to 8, characterized in that the evaluation means ( 66 ) as a roll rate sum value (α _fzg ) determine a bank angle, in which an angle of inclination of the vehicle ( 10 ) and the respective roll angle of the vehicle ( 10 ) is included. Stabilizing device according to one of claims 4 to 9, characterized in that the evaluation means ( 66 ) for the formation of the roll rate sum value (α _fzg ) continuously roll rate values ( 53 ). Stabilizing device according to one of the preceding claims, characterized in that the evaluation means ( 66 ) the characteristic measure ( 67 ) directly on the basis of the roll rate sum value (α _fzg ), which is interpreted as a roll angle, and the selection means ( 69 ) the control parameter set ( 70 - 72 ) as a function of the roll rate sum value as a characteristic measure ( 67 ) and / or scale. Stabilizing device according to one of the preceding claims, characterized in that the evaluation means ( 66 ) and / or the selection means ( 69 ) if at least one predetermined limit value of the roll rate sum value (α _fzg ) is exceeded, a predetermined stabilization strategy for stabilizing the vehicle ( 10 ) prepare or initiate. Stabilization device according to claim 12, characterized in that the initiation of the stabilization strategy the construction of a brake pressure and / or the application of brake pads to braking surfaces of the vehicle ( 10 ) and / or that the stabilization strategy is a braking of at least one wheel of the vehicle ( 10 ) and / or the selection means ( 69 ) as a stabilization strategy a predetermined control parameter set ( 70 - 72 ) to the driving stabilization control device ( 59 ) to transfer. Stabilizing device according to claim 12 or 13, characterized in that the evaluation means ( 66 ) the roll rate sum value (α _fzg ) as a function of a minimum and / or maximum roll rate value ( 53 ) and / or - a minimum and / or maximum roll rate change value and / or - a minimum and / or maximum lateral acceleration value and / or - a minimum and / or maximum lateral acceleration change value and / or - a minimum and / or maximum steering angle (δ) and / or or - a minimum and / or maximum steering angle change value and / or - a minimum and / or maximum travel speed (v) and / or - a minimum and / or maximum yaw rate change determine monitor. Stabilizing device according to one of the preceding claims, characterized in that the evaluation means ( 66 ) the characteristic measure ( 67 ) as an arithmetic mean of a plurality of values for the characteristic measure ( 67 ) determine. Stabilizing device according to claim 15, characterized in that the evaluation means ( 66 ) the oldest value for the characteristic measure ( 67 ) by a respective currently determined value in the determination of the arithmetic mean. Stabilizing device according to one of the preceding claims, characterized in that the evaluation means ( 66 ) the characteristic measure ( 67 ) only when - a predetermined number of values for the characteristic measure ( 67 ) and / or - the characteristic measure ( 67 ) falls below or exceeds at least one predetermined limit and / or - a variance of determined values of the characteristic measure ( 67 ) does not exceed a predetermined limit. Stabilizing device according to one of the preceding claims, characterized in that the evaluation means ( 66 ) for the formation of regression data on the basis of the measured values and / or several values for the characteristic measure ( 67 ) are designed as part of a linear regression. Stabilizing device according to claim 18, characterized in that the evaluation means ( 66 ) to a plausibility check of the regression data and a release of plausible regression data are designed. Stabilizing device according to one of the preceding claims, characterized in that it comprises monitoring means for monitoring the evaluation means ( 66 ) and / or the selection means ( 69 ), in particular the selected and / or scaled parameter set ( 70 - 72 ), having. Stabilization device according to one of the preceding claims, characterized in that when a vehicle starts to drive ( 10 ) the evaluation means ( 66 ) a start value as the characteristic measure ( 67 ) to the selection means ( 69 ) and / or the selection means ( 69 ) a start parameter set ( 70 - 72 ) to the driving stabilization control device ( 59 ) of the vehicle ( 10 ) and that the start value or the start parameter set ( 70 - 72 ) an average, in particular average, load condition of the vehicle ( 10 ) corresponds. Stabilizing device according to one of the preceding claims, characterized in that the evaluation means ( 66 ) a determined characteristic measure ( 67 ) after a predetermined duration of a stoppage phase of the vehicle ( 10 ) and re-determine after a new start of the journey. Stabilizing device according to one of the preceding claims, characterized in that the driving stabilization control device ( 59 ) has an antilock brake system and / or a traction control and / or a driving state controller and / or a tilt prevention controller and / or a lateral acceleration limiter and / or they the Fahrstabilisierungsregelungseinrichtung ( 59 ) contains. Stabilizing device according to one of the preceding Claims, characterized in that they can be executed by a processor Program code has. Storage means with a stabilizing device according to claim 24. Method for driving stabilization for driving stabilization of a vehicle ( 10 ), with the steps: detecting at least one roll ( 53 ) of the vehicle ( 10 ), and evaluation of the at least one roll ( 53 ) depending on a loading state of the vehicle ( 10 ), characterized by, - determination of the load condition of the vehicle ( 10 ) characterizing characteristic measure ( 67 ) based on at least one roll ( 53 ), - selection and / or scaling of a control parameter set ( 70 - 72 ) depending on the characteristic measure ( 67 ), and - transmission of the selected and / or scaled parameter set ( 70 - 72 ) to a driving stabilization control device ( 59 ) of the vehicle ( 10 ), wherein the driving stabilization control device ( 59 ) the vehicle ( 10 ) depending on the selected and / or scaled parameter set ( 70 - 72 ) stabilized. Vehicle ( 10 ), in particular lorries, characterized in that it comprises a stabilization device according to one of claims 1 to 24 and / or a storage means according to claim 25 and / or means for carrying out the method according to claim 26.